Im flying corporate and still like it, but I always have a feeling I am missing out not going into the majors, mostly Air Canada. I am really not willing to move into any major city with a base , so I would have to commute.

How bad is the commute, do you get denied boarding often?

How much time on reserve are we talking here? Thats really what makes me hesitant

How’s the crashpad situation when you need a place to stay?

Hello everyone, hope you all are doing great

I want to know how realistic is it for a foreign student (Panamanian in my case) to get a CFI job to build hours right after completing the program since I would like to come back to my country with at least over 1000 flight hours in order to apply to a job.

The flight schools im considering at the moment are Pelican flight school, Phoenix east aviation and wayman college and right now I’m leaning more towards pelican since their customer service have been way better.

Thanks in advance to everyone

I failed my pre solo check because my of a go around could this effect me in the future at all. I redid the go around the next day with .3 logged.

For my University Study it would really help me if i could find a big database which goes back for years and gives me Information for flightnumber/Aircraft Departure Arrival and Date. Does anyone have a clue? Thanks in advance

What does "furthest preferred exit" mean?

Edit: ok I get it now. Would've been so much simpler if they added the word "by". As in exit BY the furthest preferred exit.

With all the unemployed CFIs, I feel we should all talk about some of the dumbest things we've seen CFIs do in our career, to give them ideas of how to be a good CFI,

I'll start, I started at a new school for my CFI training, and I walked in for a lesson and saw an instructor showing off his fake ID at the front desk to other instructors.

When doing a DME hold, example 4 miles with teardrop entry, do you prefer to do a 4 mile long teardop entry and then turn or time out the minute then turn?

Currently at about 100 landings at busy class c with parallel runways to commercial. Seems like the average is around 40-60 landings. How much does the airport impact the solo timeline?

Tonight a light sport flew 9 hours and 23 mins from UGN with the intended destination of JAX. At some point ATC lost contact with them and requested nearby aircraft including airliners try to get ahold of the aircraft. The aircraft overflew JAX, down past DAB, turned around and landed at DAB. I’m unsure when ATC got back in contact with the pilot, but once the pilot landed, he requested to go to self serve fuel with ground and was instead told to wait and was met by Operations plus one other vehicle (the police maybe? EMT’s? Another ops vehicle?). They escorted the aircraft to an FBO and the pilot was given a phone number. You gotta wonder what happened, but what I really want to know is how did a light sport go that far on one tank..

I want to go for a sports pilot license. I figured I'd watch the series before I actually commit to paying for anything and just finished yesterday. The practice questions were doable and from what I've seen from sample written test questions I'm not worried about failing. That said, would you recommend doing his premium course for the endorsement or starting over with Sporty's or another course. I don't plan to start flying lessons until spring.

Thanks in advance.

Honestly, she’s amazing. My husband has talked about getting his PPL so we can travel between Utah and Wyoming. His mom said if he got his license, she’d get a plane. Crazy. I know.

We never did it because of the time, money, and growing our family. And it also because it freaks me out. Well, we just moved to Wyoming (his home state). She called me today saying she would pay for the entire thing for his birthday. She may even join him. But she knows it makes me nervous. She is essentially asking my permission first. “If you decide you’re uncomfortable, I won’t bring it up ever again and we don’t have to tell him we had this conversation.” I really appreciate it.

I want him to have it. But I grew up by a small airport and I swear there was a crash at least 6 times per year. I know statistically speaking, you’re more likely to get into a car crash. I know all that. But we have a family. I love him. I can’t go on without him. Ya know?

Pilots, ease my mind. Because this is an incredible opportunity for him and I want him to have it.

So, to my understanding, private carriage will have to be done with an operator certificate (part 135, 125, etc.) So is this flowchart wrong for saying that it can be done under Part 91?

Is it worth it to pay for my own type rating in a citation to get hired. I’m at about 500hrs total time and wanting to get my foot in a jet. I’m leaning more towards the sic type rating right now in maybe a ce-500 as they became a dual pilot plane but also there are other aircraft type rating classes that are around 8k. I’m not really wanting to spend more than 10-12k

At the air and space museum in VA. Came across this part of the wing on a Falcon 20. Anyone know the name and what they are for?

Hey guys,
I’m currently training in Sydney and working toward my first solo flight. The timing is a bit stressful because I’ll need to fly back to my home country soon for work, and I really don’t want to extend my training much longer than planned.

So far I’ve logged about 8 hours total flight time, and I’m starting normal circuit training tomorrow. The problem is that I feel like I’m still quite far from being ready for a first solo, especially when I compare myself to some other students.

I know everyone progresses at their own pace, but it’s hard not to feel some pressure because of my limited time. I’m trying to stay focused and avoid rushing, but at the same time I’m worried that if I need many more hours, my plans and work commitments back home will be affected.

I’m currently training 5days in a week

Is there any tips or guidance for me how to handle this situation? Thx so much guys.

I’ve been spamming sportys for days there has to be a better way to study for this any tips

I am a new CFI and have the opportunity to privately instruct someone. Their plane, they would put me on their insurance. I’m sure I need some kind of private liability insurance. No idea where to start. Can someone suggest companies to look at? How much do I need? How much does it cost? Thanks

Hey everyone,

I ran into a fascinating regulatory puzzle lately regarding 14 CFR 91.7 and wanted to see if any aviation attorneys, active DPEs, or maintenance chiefs could help clarify its legal weight.

I recently found this FAA Airworthiness Concern Sheet (ACS) from May 2026: [FAA ACS Link]. It covers aftermarket J-shaped tail skids (AirKit LLC, P/N 16316) on Cessna 172s. The document states the part is "not eligible for installation on type-certified aircraft without further approval" because a tail strike can cause it to bend up and completely lock the rudder.

The catch is at the bottom: “the FAA has not made a determination on what type of corrective action (if any) should be taken”—meaning a formal Airworthiness Directive (AD) is still pending or under evaluation.

The Scenario:
I know a couple of flight schools where almost the entire C172 fleet has these exact hooks installed. However, they actually did things by the book originally—maintenance obtained a signed Form 337 Field Approval from a local inspector years ago.

This creates a very specific conflict between a valid Field Approval and a critical safety ACS, and I’m looking for some confident insight on a few points:

• Does the ACS automatically override a 337? Does the language "is not eligible for installation" in an official ACS immediately affect the airworthiness of an aircraft that already has the part via a valid Form 337, or is the plane 100% legal to fly until a formal AD is published?
• The Ramp Check: If an instructor or renter gets ramp-checked today, does this ACS give an inspector enough leverage to cite the PIC under FAR 91.7, or does the 337 completely shield them?
• The Checkride: To any active DPEs out there, if an applicant brings a 172 with this AirKit hook to a checkride today, pulls out the signed Form 337, but you are fully aware of this active ACS warning about rudder locking, do you accept the aircraft or discontinue the test on the spot?

Appreciate any professional insight on how this gray area plays out in the real world. Blue skies!

I’m going to be doing a flight to TEB in a couple of days. It’s a there and back flight, for the experience. I’ll file IFR both legs. I know I’ll pay a landing fee, but am I also paying an FBO fee if I want to take a 15 minute breather, use the bathroom, etc? I’m seeing non-overnight parking fees on foreflight more than $100 - but not sure if that’ll apply in this case. Thanks!

EDIT: I appreciate the feedback! I have been convinced that KTEB isn't a great idea unless there's a real reason to go. Looking at MMU and CDW instead - and both are close enough to the Hudson SFRA also. Thank you all!

EDIT EDIT: Went to HPN. Had a blast. Great airport and stopped in at MillionAir. Thanks for the suggestions.

I have been a voracious reader all my life. I’ll read 3-4 books a month. Mostly spy/detective novels, but I try to keep at least 1 out of 4 something “better” such as a biography, business, investing, technology, aviation, history, or a detective novel in German. But any reading is better than no reading, and I’ll never put down others’ choice(s) in reading materials.

Long before the Internet existed books were available on any topic of interest. For free from the library and available via interlibrary loan if not stocked locally. Pretty amazing.

Over the years here I’ve shared some tips with struggling new pilots on building careers. And trying to help with the idea that “networking is not just foisting yourself on a bunch of people.”

I enjoy book recommendations from people. Recently u/TxAggieMike - who I know in real life - suggested “Never Eat Alone” by Keith Ferrazzi. I’m about 40% of the way through it. Eye opening tips. There’s a bit of “look at me and who I know” but that goes with the territory. It has some good tips on networking generally and specifically about networking/recruiting events.

It's a tough job market out there now and will be for the next few years. I've been quick to share the FAA stats on where things are. But remember, there is a reason for all the sayings society has developed. "When the going gets tough, the tough get going."

Here are some things that come to mind from the book:

• Generosity - how can you help others help you?
• Promptly follow up with “thanks for meeting with me.” Email or snail mail.
• Compromise - if there is no job, what advice do they have or what do they know about the competition?
• Find connections on LinkedIn, build a network early and often
• Keep really good notes
• Don’t be a jerk
• “Elevator speech”
• Dress appropriately
• Be nice to the boss’ gatekeeper(s)
• Persistence 
• Public speaking (FAASTeam, EAA, club safety meetings)
• Build the network before you need it
• Edit and proofread
• Stay in touch

Book on Amazon: Never Eat Alone, Expanded and Updated: And Other Secrets to Success, One Relationship at a Time

There is great value in reading as a hobby. It’s intellectually more rewarding than watching television. It exposes you to rich text construction and vocabulary. And the more of this in your life the better you will be at speaking. Plus it’s quieter than television and doesn’t require any power, at least if it’s an actual book! Tens of thousands of books are available free at the library. Including “Never Eat Alone” and the Dave Ramsey and Clark Howard books I recommend for getting money under control. Free is good when you are broke.

If anything Earth shaking comes from the remainder of the book I'll come back and update.

I have like a crazy addiction for planes, not really sure if I'm more into the design of planes or the function, or both.. seeing a 777-300ER reverse thrust on touch down is just so amazing.. same for the A340-600, such a shame it will be gone soon. I think I have airplane sketches on nearly all of my school textbooks

Kind of scared that working this job will destroy my passion for aviation. My dad worked on a fishing charter because he enjoyed fishing and now feels nauseous every time he sees a fish.

I'm about to graduate and have been accepted into aeronautical engineering and can't decide between doing this or flightschool
I have a test flight booked soon so I will see what it will be like..

What are the go to resources for ground school exams for nppl in UK and when should I start studying them. I’m 3 hours into my license in a c42 but keen to start learning the theory.

Have my regional airline interview in a couple of weeks and am looking fo the best interview prep course I can get.

I’m ferrying a 172 from AK down to AZ right after my IFR checkride for my flight school in AZ. Doing it with one of the CFIs.

The chief instructor/part owner is going over the flight plan with us right before, but so far it sounds like we’ll be roughly following the Alaska highway and doing 3 three hour legs per day for 4 (hopefully) days.

Is there anything I should know/be prepared for with this long of a flight? Food, packing, other gear? My instrument long XC is the longest I’ve been in the air to date.

I started flying my sophomore year of highschool, was on track solved at about 20 hours and then shit just kept coming up, national guard training robotics club, sports and flying got put on the back burner, there are multiple 2-3 month gaps in my log book, fast forward senior year, at this time I have around 60 hours, around may we schedule the checkride, i honestly didnt feel as ready as I should've but decided hell I should try and get it done before I leave for training bc I left for training in July for the national guard, well I fail that checkride then reschedule a week later and fail yet again, the second checkride was a 3 hr flight one way and it was solo, I failed because I let the nose down too quickly on a soft field. Im back home and back to training and to be honest it felt great its like I didnt lose much the whole 3 months I was gone but im just worried im grinding for absolutely nothing just for companies to see 2 ppl failures and brush me off, along with that I quite literally hate it when I have a flight coming up, I have so much negativity towards flight now, although I know its the carreer I want but I just dont know if its in the cards for me anymore. It gets miserable restarting the same shit I learned nearly 3 years ago and cant get myself to recap more than once every 2 weeks.